Pneumatic tire



(No Model.) 2 sheets-'sheet 1;

E. W. YOUNG. PNEUMATIG TIRE.

Patented Oct. 9, 1894.

n ww. fm M (No Model.) 2 Sheets-Sheet 2.

E. W. YOUNG. PNB'UMATI TIRE.

No. 527,097. l Paiented Oct. 9, 1894.

Tn: "0mm PETERS co.. Marwua. wuulNcroN', n. cA b I UNwrrnDy STATES-f4 4,P-arnNi OFFICE.

ERNEST w.,YoUNG, oEMIoHIGAN CITY, INDIANA.

PpNEul'vlA'lricfTl'RE.

SPEQIFICATION formingpartbf Letters PatentNo. 527,097,2dated October 9, l1.894.

` l Application iiled May 8, 1894. Serial No. 510,441. v (No model.)

which the following is a specification.

My invention more especially relates to tires of the kind known as hollow or pneumatic` tires, now extensively used on bicycles' and other vehicles, and its principal object is to enable one easily, quickly, eftectually and p'ermanently to repair vpunctures in suchtires.

.These ends I attain by the employment of apertured, longitudinally arranged webs, laye ers or diaphragms secured to the tire at or near their edges andv constituting patching plies, the portion of which opposite'a puncture may be secured to the tire by cement inserted through the puncture.'k

In o rder to carry ont my invention in the best way now known to me, I insert within the casing or sheath ot' a tire constructed in any of the usual well known ways, an air tube, the tread side of which may consist of a single web, layer or ply of the required thickness, while the opposite side may be composed of two or more separate webs, layers or plies, the outer one of which may constitute a continuation or part of the -air-tube, while the inner layer or layers-which yI call the patching plies-may either be secured to or made integral with this air-tube, preferably along a longitudinal, central line, on opposite sides ot this tube, and apertured or perforated at suitable points so that'air may pass from one side of the plies to the other to'b'alance the-pressure on opposite sides thereof, when, to'facil; tate closing a puncture,the patching ply is brought to the tread side, as hereinafter explained. In their normal condition, that is, with the tire inflated, these patching plies are forced by the air-pressure inward against the rim side of the air-tube, the pressure being sufficient to hold them against the centrifugal force of the rotating wheel. Under this organization, the tread of the casingor sheath,

as well as the air-tube, may be punctured without the puncturing instrument reaching the patching-plies, and even should it so reach the latter their tlexure, around a point where tread, would prevent injury f ally employed for analogous purposes is then injected' through the nozzle into the tube, while the wheel is turned so that the puncture will be at 'the lowest point. When enough cement is injected, the nozzle is removed. Thismethod of manipulation effectually preventscement from getting between the airtube and casing, even should they not be united or cemented together. p The tire being deflated, pressure is made upon the sheathat lthe point of puncture, so as to spread the cement over the contiguous surfaces of the airt'ube and patching-ply around the puncture. When the cement is dried sufticiently to stick, the casing or .sheath is partiallyinated, and firmly pressed upon the rim, thus causing the patching-ply to adhere to the air-tube around and over the puncture, effectu'ally closing the latter.v When the tire is again inflated, the

loose portions of the patching-ply will-be drawn inward toward the rim or opposite side of the tread again, out of the way of further puncturing instruments* l.

Should the repair of a second puncture at the same point be desirable, or of a new one upon the opposite side of the sheath, itmay be done by utilizing the second patching-ply already mentioned in the way hereinbefore described.

My improvements lare applicable tothe various constructions of tires now in use, but this latter construction is peculiarly adapt# able to those of the so-oalled hose pipe class, in which the air-.tube is cemented or vulcanized throughout its surface to the outer casing, which is not slit upon the side next the rim, but is continuous like hydraulic hose.

\The,accompanying drawings show so much only of thepr'eferred form of my improved hollow ,or pneumatic tire as is necessary to illustrate thesubjeet-matter claimed, it being understood that unless otherwise indicated, the parts are of usual approved construction.

IOO

Figure l represents a vertical, longitudinal tsection through one form of aintube and patching-ply; Fig. 2, a cross-section therethrough; Fig. 3, a similar section showing the air-tube inflated, and the patching-ply integral therewith; Fig. 4, a similar View of the same, showing the patching-ply cemented or vulcanized to the tube; Fig. 5, a vertical longitudinal section, through the tube, showing its closed ends overlapping the inflatable p0rtions of the tube; Fig. G, a similar vieW,on an enlarged scale, showing the patching-ply cemented over a puncture to close it; Fig. 7, a cross-section of the tube showing the position of the patching-ply, when cemented over a puncture; Fig. 8, a longitudinal section through an inflated continuous air-tube and its patching-ply; Fig. 9, a perspective, sectional view ot' an air-tube havingr the patching-ply secured thereto at intervals, instead of being perforated; Fig. 10, a similar view of a tube having patching-plies with overlapping ends; Fig. 1l, a cross-section through a casing or sheath and tube with a single patching-ply, and Fig. 12, a similar section through a tube provided with two overlying patching-plies. p

The exterior portion, casing or sheath of a hollow or pneumatic tire ordinarily consists, as is well-known, of successive overlying lay- `ers of rubber or gutta-percha and of canvas herein termed a patching-ply or plies, fits loosely inside the air-tube to which it is cemented or united at suitable points.

Figs. l to 7, both inclusive, show my improvementsadapted toa tire ot the well-known Morgan du Wright construction, in which the air-tube is made in the form of a normally flat tube with solid flattened ends, which tube, in its uninflated state, is drawn or threaded into the casing or sheath through a lateral opening temporarily made therein. The ends of the air-tube are then caused to abut and overlap each other, the tube is inflated, and the openingin the casi ng closed in Well-known ways.

Figs. 3 to 7, both inclusive, show the air` tube as inflated. The patching-ply C, is shown in these figures in the form of a longitudinal diaphragm, trough or half tube, normally lying slackly upon that side of the air-tube B, opposite its tread, the edges of the patchingply being connected with the opposite sides of the air-tube.

Figs. 3 and el. show the patching-ply as wider than the semi-diameter of the air-tube between its junction-points therewith, so as normally to assume a slightly undulating or wrinkled attitude therein. When the sheath or air-tube is inflated, however, the central or loose portion of this patching-ply is forced inward against the-l rim side of the tire, and

N normally remains there, as shown in Figs. 3,

4 and 5.

Air-holes or perforations c, in the patchingply, admit air to either side thereof, at points at which the patching-ply is cemented to the tread side of the sheath or tube, to repair punctures, but the air-pressure on the ply forces it inward, as shown in Fig. 6, at all other parts ot' the sheath, and holdsy it there even against the centrifugal force generated by the wheel when in rapid rotation. These air-holes may be in any desired part 4of the patching-ply, but preferably are arranged longitudinally on opposite sides of the tube, near the junction lines of the patching-ply therewith. Figs. 6 and 7 show these air-holes in the patching-ply itself. Fig. l1 shows them as formed byleaving portions of the edges of the patching-ply unconnected with the walls of the sheath or tube.

The casing and tube are provided with the usual air-inlet and valves, as indicated at d, Fig. 8.

The operation of my improved tire will be readily understood from the foregoing description.

I am aware that it hasV been proposed to i use a lining, patch, strip or tube, actuated by compressed air to close a puncture in a pneumatic tire, and do not broadly claim every form of such a device, but, so far as I am aware, I am the first to employ a slack diaphragm, secured at or near its edges longitudinally in a casing, sheath or air-tube, as a patching-ply to close a puncture in the tread side of a tire. It will be observed that the central portion of my improved patching-ply normally lies against or alongside the base or rim side of the sheath, where punctures do notordinarily occur; so that, when that portion of the patching -ply opposite the puncture is drawn to the tread side, to close the puncture, the remaining or unattached. portion of the patching-ply remaining on the rim side, is out of the way of puncturing instruments.

What I claim herein isl. A hollow or pneumatic tire containing a perforated patching-ply secured thereto at its edges, substantially as set forth.

2. A hollow or pneumatic tire containing a patching-ply secured thereto at its edges, and apertured near said edges, substantially as set forth.

3. A hollow or pneumatic tire containing a longitudinally arranged patching-ply secured thereto at its edges, apertured near said edgesand having its free intervening portions normally adjacent to the base or rim side of the tire, substantially as set forth.

4.. A hollow or pneumatic tire containing a longitudinally arranged patching-ply aper- TOO tured near said edges secured to opposite sides of the inflatable tubular-portion of the tire, and having its freeintervening portions normally adjacent tothe base or rim side of the tire, substantially as set forth.

5. Apneumatic-tire air-tube provided with a longitudinal, apertured or perforated patching-.ply secured theretoat its edges,substan tially as set forth.

6. A pneumatic air-tube provided with a single wall or 'layer on its tread side, and a' double layer on its oppositeside, one layer constituting an apertured or perforated patching-ply adapted to be cementedto the tread-side layer through a puncturetherein, substantially as set forth.

7. A pneumatic-.tire air-tube having a patching-ply secured longitudinally therein, on opposite sides thereof, with .perforations near its junction-lines, substantially as set" forth.

S. A pneumatic-tire air-tube having separate overlying perforated slack diaphragms scribed my name.

constituting patchingplies, securedlongitudinally therein, on opposite sides thereof, substantially as set forth.

, 9. The, hereinbefore describedhollow or pneumatic .wheel tire consisting of thecombination of a casing or sheath, an air-tube therein, an apertured or perforated patching-ply secured longitudinally therein, on opposite sides thereof, and anl air-valve, the

.combination heilig and operating asset forth.

lO. The combination,substantially as heret inbefore yset forth, of a casing or sheath, an

air-tube, a series of separate superposed apertured or perforated diaphragms or patching- .plies therein, and an air-valve passing through the casing and air-tube, for the purposes specified.`

In testimony whereof lhavehereunto sub- Witnesses:

W. B. MAURY, T. T. SPIRO.

lERNEST W. YOUNG. y 

